JPS60174327A - Changeover and controlling device for driving device, which has infinitely variable gear and is used for driving automobile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] The present invention is a cutter for a drive device used for driving an automobile.

a prime mover with a control device, in particular a control device for power control, and a continuously variable transmission with a control device downstream in the power flow that acts on a control device for the transmission ratio, gear position for forward and reverse a reversing device with a switching device for switching between the gear positions of the It is possible to switch from the blocking N position to the forward V position, and from the V position directly to the additional 1f position, and to a position that holds the switching device in the forward gear position, as well as switching between the switching device and the gear ratio. ? FF1J control device and a range selector with a link to a switching and control device for a drive used in driving a motor vehicle.

In a known device of this type (German Publication No. 32 04 891) which performs switching and control m+ with the aid of hydraulic fluid, 1 position P for applying the parking brake for a manually operable range selector (range selection slider); There is a stop position for reverse movement, an N position for transmission stop, a next D position for high speed forward movement, and an immediately adjacent L position for low speed forward movement. The L position is used to increase the operating pressure to accommodate the large drive torques that normally occur at low speeds. In this switching and control system, no special measures are taken to activate the engine brake.

Another type of known control system for the drive unit of a motor vehicle with a continuously variable transmission (German Publication No. 24 42 37)
In No. 7), the output of the prime mover (engine) is controlled without using a range selector. The A section of the transmission device (transmission gear) and the control of engine brake operation are performed in parallel. The output and transmission K can be adjusted in the usual way by lowering the dowel from the intermediate position for free rotation.
The adjustment range for engine braking is shifted to the adjustment range for M and vice versa by raising the transmission.

A further type of brake system is known from DE 10 01 542, which has a throttle flap installed in the exhaust pipe as an engine brake. The throttle flap locks the manual switching lever in synchronization with the lock.

The problem (object) of the present invention is to obtain a switching and control device for a drive system with an engine and a continuously variable transmission, which is particularly suitable for driving a commercial vehicle, and which is inexpensive and particularly easy to control the engine brake operation. be.

According to the invention, in the switching and control device described at the outset of the present specification, the link between the regulating device and the control device for power control has a releasable joint in a known manner. It includes a coupling part (lever arm) connected to the control device, when the selective adjustment device is moved to the position where it is used to achieve engine braking operation, when the coupling is released, it exits the range selector. This is achieved by coupling it with a control rod for engine braking operation.

Details and advantages of the invention will become apparent from the following description of an illustrative embodiment.

It is controlled by an adjustment device in the form of a conventional pedal 2 connected to a control device 45 by an output comma link rod 23 of the engine 1 . The control device 5 performs auxiliary adjustment of the pressure medium adjustment device 4 for adjusting the gear ratio of the continuously variable transmission 3.

The main engine 57 of the engine 1 drives the input shaft of the reversing device 60 through a clutch 58 which can be engaged or engaged automatically. The reversing device 6 drives an input 62 of the transmission 3 via a torque generating device 61 via an intermediate @60.

The reversing device 6 is the /% drive lever 35 of the range selector 13.
Using the switching device 9 (Fig. 3), a forward V position 7 in which the shaft 60.62 has the same rotational direction as the main shaft 57, and a reverse V position 7 in which the shaft 60.62 has the opposite rotational direction to the main shaft 57 are selected. A switch can be made between position 8 and position 8 via N position 66, in which the transmission between shafts 59 and 600 is interrupted.

The main shaft 57 is always connected in a driving manner to a primary pump 67 for supplying pressure medium to the transmission 3 and the 26υi loader jK5.

The input 1111 is connected to the primary side bell 64 driven by the port 62.

The output lll1[+68 can be connected to the wheels via a differential in the usual manner, if appropriate by means of a constant displacement gear, for example in the form of a planetary gear.

- The ratchet wheel 69 of the V-belt pulley pair 63 on the next side is connected to the piston rod 70 of the pressure medium adjustment cylinder 4a, and the ratchet wheel 71 of the secondary belt pulley pair 64 is connected to the piston rod 70 of the pressure medium adjustment cylinder 4a. It is connected to the piston rod 72. As usual, the adjusting cylinders 4a, 4b, which constitute the components of the adjusting device 4 for adjusting the gear ratio, are connected to the control device 5.
0 control valve 74, whose valve adjustment device 73 cooperates with spring means 75 on the one hand and is connected to link rod 23 via a releasable joint 24 on the other hand.

The joint 24 rotates in a constant position! It essentially consists of an angle lever 77 rotatably mounted on +76 and a control cam 80 rotatably mounted on a rotation shaft 79 at a fixed position. The control cam 80 is connected to the intermediate rod 8
1, the link rod 23 has a dull 2 as a component.
is connected to.

The angle lever 77, by which the control cam 80 is also driven by one lever arm 28, is guided by the other lever arm 78 to the control device 50, which is guided to the valve adjustment device 73.
It is coupled to the control section 25 .

The link rod 22 from the range selector 13 is movable in the vicinity of the joint 24 of the control device 5.
Antibacterial rod 26 for engine brake operation led to 7
It extends to

A hand lever 35 is rotatably supported in its central region by a coupling 83 on the switching device housing 34 . The housing 34 is attached to the gearbox 86 of the transmission 3 by screw fastening devices 84,85.

The hand lever 35 terminates at its lower end with a ball pin 87, and by means of a joint 88, II! 1189-89 and is connected to one shaft end 90 of the selection adjustment c@36, which is movably supported on the switching device housing 34.

There are bosses 41, 42, 47 on the selection adjustment fi [1136 that constitute the selection adjustment device #14 of the range selector 13, respectively.
Three pivot levers 39, 40, 46 with a boss are supported in such a way that they can rotate relative to the selection adjustment shaft 36 and are movable axially but essentially immovable relative to the switching device housing 34. It is set up like this.

Each boss 41.42.47 has one or diametrically opposed coupling gap 43 in which.

Since the pivot lever can be operated with a hand lever, the corresponding coupling pin 37 or 38 of the selection adjustment l11436 can be engaged.

The coupling pin 37, 38 is thrown against the coupling gap 43 on the one hand and the two joints 83, 88 on the other hand in the following manner: The handgrip (handle) 92 of the hand gripper 35 is perpendicular to the direction of the longitudinal axis of the vehicle. The selection surface 82a in the direction
Selective adjustment III in position N 17 at the intersection of 82a and adjustment surface 49a-498 in the direction of the longitudinal axis of the vehicle
36 in the illustrated position. In this position, the boss 42
．． 41 is released from the selection adjustment shaft 36, but the connecting pin 3
7 lies on the one hand in a selection surface 82-82 whose axis is fixed relative to the switching device housing 34, and on the other hand in the connecting gap 43 of the boss 41 of the pivot lever 39. The pivot /ζ-39 is connected by an external switching rod 93 to an external switching lever as part of the link rod 21 between the range selector 13 and the switching device 9. One end of the switching lever 94 is fixed to a switching m95 of the switching device 9 which communicates with the gear box 86 so as not to rotate. According to FIG. 3, the switching lever 94 is at the 8th position 1f66Vc, and no torque is transmitted to the reversing device 6 in this position.

Moving the handgrip 92 in the adjustment surface 49a-49a "rearward" 1 (, position 16) selects the selection adjustment shaft 36 (which is now [P11] with respect to its coupling pin 37)
9-89, so that the boss 42.47 remains free) is rotated counterclockwise in FIG. 3 so that the switching lever 94 moves from position 1 to position 8; The reversing device 6 is in the reverse position.

Moving the hand grip 92 from the N position 17 in the selection plane 82a-82a "to the right" to the adjustment plane 48'a-48a;
The selection adjustment l111I36 is moved with respect to its coupling pin 38 into the adjustment surfaces 48-48, the boss 41.42 is released and the pivoting lever 46 moves via its boss 47 and the coupling pin 38 stuck in the coupling gap 43 to the selection adjustment 1al136. is combined with At this time, the hand grip 92 is attached to the selection surface 82a.
- 82a, one end of which is movably coupled to the rotary lever 46 by the parking brake rod 20, and the other end of which is non-rotatably mounted on the brake adjustment shaft 108 which extends into the gearbox 86. The parking brake, represented only by the arrow 20, is in the release position 11, in which it is released.

The hand grip 92 located within the adjustment surface 48a-48a is
When moved ``rearward'' to position P 15, the selection adjustment shaft 36 (which is now within the adjustment surfaces 48-48, so the boss 41
．． 42 remains released) rotates clockwise in FIG.
, the parking brake 10 is applied, and the output shaft 6
8 is fixed to the gear hook 86 so as not to rotate.

Place the hand grip 92 in the selection surface 82a-82a (7
) N position 17 "left" into the adjustment surfaces 44a-44a, the selection adjustment shaft 36 is moved into the adjustment surfaces 44-44 with respect to its coupling pin 37, the boss 42.41 is released and the boss 41 It is coupled to the culture selection adjustment shaft 36 by a coupling pin 37 fitted in the coupling gap 43. Adjustment surface 44
a-44a Circle hand grip 92 is in front J and V position 18 and rotated in the special training direction, and the switching lever 94G'' or V
Position 7 is reached, and the reversing device 6 is in the forward position.

In position 18, the handgrip 92 is in the second selection plane 97a-97a transverse to the longitudinal direction of the vehicle, so that ilVm of the coupling pin 37, 38 is also necessarily in the second selection plane. It is in 97-97. The grip 92 in the second selection surface 97a-97a is moved to the V position 1.
By moving "left" from 8 into the other adjustment surface 45a-45a, the selected adjustment shaft 36 is moved axially with respect to its coupling pin 37 into the other adjustment surface 45-45 and the coupling pin 3
7 fits into the coupling gap 43 of the boss 42 of the rotating lever 40, but the boss 41.4γ is released from the selection system 1iIT m36. Hand grip 92 is adjustable m97a-97
When reaching point a, the link rod 22 moves the rotary lever 4.
Q for engine brake activation in conjunction with S position 98 of an external brake control lever 99 movably connected to
It becomes S position 91. Brake control valve 99 is plunger 2
7 Brake control as part of the control rod 26 for operation!
1ilB100 so that it cannot rotate. The plunger 27 acts on the valve adjustment device γ3 by the control 25 in such a way that in the S position 98 of the brake control lever 99 the transmission of the transmission 3 is influenced in the direction of 11 height 11.

The hand grip 92 inside the adjustment surface 45a-45a
If you move position 91 "backward" in the direction of L position 19,
Selective adjustment @83.6 (this is the connection pin 37 at this time)
boss 41.4 is within the adjustment surface 45-45 with respect to
7 remains released) rotates counterclockwise in FIG. direction is similarly affected.

In order to prevent the possibility that the two rotary levers that are not connected to the selection adjustment shaft 36 or the rondos attached to them may be operated or moved inadvertently, the stop cams 30 to 33 (
A stop 29 is provided which cooperates with FIG. 5). The structure and function will be explained below: A stop bolt 50 is used as the stop 29. This is it!
The aII line is parallel to the m line 89-89 of the selection adjustment f@36 and is supported for axial movement in the switching device housing 34 and engages in the lateral receiving gap 103 of the locking bolt 50. , is connected to the selection adjustment shaft 36 by an eccentric plate 102 that is immovable with respect to the selection adjustment shaft 36. This coupling is immovable relative to the switch housing 34 when the selection adjustment shaft 36 is rotated, such that the stop bolt 50 is immovable relative to the selection adjustment @3G when the selection adjustment shaft 36 moves axially. It will be done like this.

In the vicinity of the coupling pins 37.38, the locking bolts 50 each have a lateral gap-shaped recess 51.52 for release from a locking cam 30.33 projecting radially from the boss 41.42.47. There is.

In the stop function diagram of FIG. 5, the association of the stop cams with bosses and recesses in vertical rows and the stop conditions on the individual adjustment surfaces of the selected adjustment shaft are shown. As a result, the boss 41 of the rotary lever 39 is provided with two stop cams that are offset from each other both in the outer circumferential direction and in the axial direction, and among them, the stop cam 3o stops the R position 8 of the switching lever 94.
A stop cam 31 is used to stop the V position 7 of the switching device 9. The stop cam 32 is located on the boss 42 of the rotary lever 4o for operating the engine brake, and the stop cam 33 is located on the boss 47 of the rotary lever 46 for applying the parking brake.
It is set in.

Invited to columns (48)-(48) in Figure 5, selection adjustment @3
Within the adjustment surfaces 48-48 of 6, only the stop cam 33 can fit into the recess 52 associated with it, but the recess 51
is axially external to the movement path of the stop cams 30-32 associated therewith, so that the parking stop 10 (brake adjustment shaft 10a) can be inserted. However, both the brake control rod 26 and the switching device 9 are blocked.

In columns (49)-(49) of Fig. 5, 1-choice control Ip
Since only the stop cam 30 of the boss 41 can fit into the recess 51 associated with it in the adjusting surface 49-49 of 1 [136], only the switching device 9 can be actuated, and only in position 8. Parking brake 10 and brake control iron 26 are blocked.

In columns (44)-(44) of FIG.
Since only the stop cam 31 can fit into the recess 51 associated with it in the adjustment surface 44-44 of 36, only the switching device 9 in position 7 can be actuated, but the parking brake 10 and the brake Control rondo 26 is blocked.

Finally, in the adjustment surface 45-45 of the selection adjustment shaft 36 corresponding to rows ('45)-(45) in FIG. Since the brake side diagonal rod 26 in the V position 7 of the switching device can be operated,
I(, both position 8 and parking brake 10 are blocked.

In FIG. 2.4.6, actuation of the brake protection iron 26 is possible only when the reversing device 6 or its switching device 9 is in position 7. This means that the selection adjustment l
N36 is provided with a central through hole 54 in relation thereto;
This is ensured by providing a thin stop plate 53 axially between the two bosses 41,42. In order to fix the stop plate 53 to the switching device 34 against rotation with respect to 1aa89-89 of the selection adjustment @ 36, the stop bolt 50 is passed through the fixing gap 105 constituted by the fork-shaped eccentric part 104 of the stop plate 53. . The portion 104 extends towards the stop bolt 50 until the stop plate 53 remains fixed against rotation even when the stop plate 53 and the recess 51 overlap in the axial direction. The connecting pin 3 is attached to the stop plate 53.
There is a recess 55,56 extending radially outwardly from the through hole 54 for axial passage of the recess 54. The recesses 55 and 56 are similar to the coupling gap 43 of the boss 42, and the selection adjustment shaft 36
A second selection surface 97-97 is centrally located so that the adjustment surfaces 44-44, 45-45 can be moved between the adjustment surfaces 44-44, 45-45.

In this way, the coupling gap 43 of the boss 41 is also in the second selection surface 97-97, so that the reversing device 6 is in the V position 7.
The coupling pin 31 can alternate between the coupling gaps 430 of the two bosses 41, 42 only when this occurs.

[Brief explanation of the drawing]

FIG. 1 is a diagram of a switching and control device for a drive according to the invention. FIG. 2 is a representational horizontal sectional view of the switching and control device of FIG. 1; FIG. 3 is a longitudinal sectional view taken along line III--III in FIG. FIG. 4 is a longitudinal sectional view taken along line ff-IV in FIG. FIG. 6 is a switching diagram of the operation of the drive lever of the device shown in FIG. 1. 1... Engine (WCHr (i), 2
......Pedal, Meter...Transmission device, 4...Pressure medium adjustment device, 5...
...... Control # device, 6...... Reversing device, 13... Range selector, 64...
・・・・・・Pulley - ■ Continued from page 1 0 Inventor Roland Weller Toy No. 27 @ Inventor Kurt Bessner 7335 Federal Republic of Toyszso Sarach, Tobel Strasser 7000 Stuttgart 50, Jagstrasse 2 Hata

Claims (1)

[Claims] fil Output control contract)] A prime mover with a device, a continuously variable transmission device with a control device that acts on a gear ratio adjustment device downstream in the flow of power, and a forward gear. a reversing device with a switching device for switching between position and reverse gear position, a link between the regulating device and the control device for power control, and a manually operated selection regulating device. A control device for the switching device and the transmission ratio, with the possibility of switching from the N position for blocking drive to the V position for forward movement and directly from the V position to an additional position for holding the switching device in the forward gear position. A switching and control device for a drive used in the drive of a motor vehicle, having a range selector with a link to and between the regulating device (2) for power control and the control device (5). The link (23) includes a joint (24) which can be released in a known manner, and the coupling (lever arm 28) connected to the control device (5) has a selective adjustment device (
14) is coupled to a control rond (26) for engine braking application which exits from the range selector (13) when the coupling (24) is released when transitioning to an additional position (19) used to achieve engine braking action. A device characterized by: (2) When the selection adjustment device (14) changes from its forward movement position (18) to its engine brake application position (19), the control device (5) controls the engine brake application control rond (26). Claim 1, characterized in that the first shift between the output rotation speed and the input rotation speed of the transmission (3) is influenced by changing from "high" to "low".
Apparatus described in section. (3) The link (21) between the range selector (13) and the switching device (9) is such that when the selection adjustment device (14) is in the position for engine braking application (for example position 19), the link (21) 3. Device according to claim 1, characterized in that the device is in the V position (7) for the purpose of operation. (4) The link between the range selector (13) and the switching device (9) is driven to the R position for reverse movement when the selection/selection adjustment device (14) is in its engine braking position (for example, position 19). 4. Device according to any one of claims 1 to 3, characterized in that it is mechanically blocked by a stop (29, 30) when in position ). (5) The link (21) between the range selector (13) and the switching device (9) is driven to the V position (7) for forward movement when the selection adjustment device (14) 18)
5. Device according to any one of claims 1 to 4, characterized in that it is mechanically blocked by a stop (29, 31) when in position. (6) The link (21) between the range selector (13) and the switching device (9) is closed when the selection adjustment device (14) is in the P position (15) for applying the parking brake (10). 6. Device according to any one of claims 1 to 5, characterized in that it is blocked by (29, 30 and 29.31). (F) A patent characterized in that the drive of the control rod (26) for engine brake activation is prevented by a stop (29, 32) when the selection adjustment device k (14) is not in the position for engine brake activation. The device according to any one of claims 1 to 6. (8) Effectively the range selector (13) and the bar IP7
Brake adjustment device (for applying the brake (10))
10a) from the release position (11) of the parking brake lock (20) to the parking position 1 (1).
2) when the selection adjustment device (14) is not in the P position (15) for applying the parking brake (10);
8. Device according to claim 1, characterized in that it is mechanically blocked by a stop (29, 33). (9) A selection adjustment shaft (flexibly connected to the hand lever (35) in the switching device housing (34)
36) is rotatably and axially movably supported and has at least one radial coupling pin (37, 38) immovable relative thereto, and has at least one radial coupling pin (37, 38) that is rotatably and axially movably supported and that is
The rotary lever (39) connected to the switching device (9)
), the control rod (26) for operating the engine brake, and the extended rotary lever (40) are attached to their bosses (4L).
The boss (41, 42), which is rotatably and axially movably supported by the switchgear housing (34) and has a corresponding coupling gap (43), of the adjustment surfaces (44-44, 45-45) perpendicular to the two rotational axes, so that they move between them and are alternately connected to both bosses (41, 42).
The device according to any one of claims 1 to 8, characterized in that it is provided so that it cannot be moved in the axial direction. ) is rotatably and axially movably supported by its boss (47), and the boss (47) is connected to the boss (47) and is provided with a corresponding coupling gap.
7) is the selection hook portion for the switching device housing (34)! III (36) is the adjustment surface (48) perpendicular to the third rotation axis.
Only the boss (47) of the rotating shaft (46) which is movable within -48) and connected to the geeking brake rond (20) is connected to the selection adjustment shaft (36), but the two others This boss (47
) is provided so as to be released and cannot be moved in the axial direction.
Apparatus according to any of paragraphs. 1) Selection adjustment III] (36) is connected to the adjustment surface (44-) of the rotary lever (39) connected to the switching device (9).
44), it is possible to hold the connection to this pivot lever (39) and move it to the other adjustment surface (49-49) where both pivots ;- (40, 46) are released. is connected to the switching device (9) and in the image adjustment circuit (44-44, 49-49) of the pivot lever (39), the two associated stops (29, 30 and 29.31) are alternately 11. A device according to any one of claims 1 to 10, characterized in that it is opened to: a2 Selective adjustment in the switching device housing (34) if! A stop pole (50) supported for axial movement parallel to i+ (36) is immovably coupled to the selection adjustment @ (36) with respect to its ms force direction and is connected to the boss (41, 42, 47) in the axial region of the stops (29, 30; 29.31; 29.32; 2
9.33), and the bosses (
41, 42, 47) are provided with radial stop cams (30, 47) provided in such a way that the stop cams of said bosses reach the area of the recess when the coupling pins (37, 38) fit into the coupling slits (43). 12. The device according to any one of claims 141 to 11, characterized in that it has recesses (51, 52) for release from 31, 32, 33). (13) Rotating lever (3) connected to switching device (9)
Claims 1 to 12, characterized in that the boss (41) of item 9) has two stop cams (30, 31) that are offset from each other both in the outer circumferential direction and in the axial direction. The device described in. (14J) A pivoting lever (39) in which a stop plate (53) with a central through-hole (54) through which the selection adjustment shaft (36) is movable is connected on the one hand to the switching device (9).
The boss (41) of the rotary lever (40) connected to the boss (41) of the rotary lever (40) and the control rod (26) for operating the engine brake
), on the other hand, is provided so as to be substantially immovable relative to the switching device housing (34), and through which the associated coupling pin (37) extends from position (18) to the control for actuating the engine brake. - adjustment surface (45-45) for coupling of the rotary lever (40) connected to the rondo (26);
14. According to any one of claims 1 to 13, characterized in that it has at least one radial indentation (55, 56) emanating from the central through-hole (54) solely for movement inward. Device.